EMERGENCY RESPONSE

ON CONTAINER SHIPS
 EMERGENCY RESPONSE ON
CONTAINER SHIPS

A VIDEOTEL PRODUCTION
in association with
The Steamship Mutual Underwriting Association (Bermuda) Ltd

The producers would like to acknowledge the assistance of

A.P. Møller-Mærsk A/S

CMA CGM & CMA SHIPS
Elias Marine Consultants Ltd
International Maritime Organization (IMO)
Maritime and Coastguard Agency (MCA)
NYK Shipmanagement PTE Ltd, Singapore
NYK Line, Japan
Pacific International Lines (Pte) Ltd.

WARNING
Any unauthorised copying, hiring, lending, exhibition, diffusion, sale, public performance or other exploitation of Consultant: John Astbury, CBE
this video and accompanying workbook training package is strictly prohibited and may result in prosecution. Print Author: Sheila Brownlee
COPYRIGHT © VIDEOTEL 2010
Producer: Kathrein Günther
This training programme is intended to reflect the best available techniques and practices at the time of Writer/Director: Ron Tanner
production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm,
corporation or organisation who or which has been in any way concerned, with the production or authorised
translation, supply or sale of this video and accompanying workbook for accuracy of any information given
hereon or for any omission herefrom.
 CONTENTS ABOUT THE TRAINING

ABOUT THE TRAINING 5 WHO THIS PROGRAMME IS FOR

INTRODUCTION 6
EMERGENCY RESPONSE ON CONTAINER SHIPS is principally for officers and crew.
1 / PLANNING AND PREPARATION 10 Superintendents and others working ashore will also find it useful, as it sets out
the roles and responsibilities of everyone involved in handling an emergency on
2 / FIRST RESPONSE 12
board ship, including those who work ashore.
3 / ACTION PLAN 14

4 / SHORE SUPPORT 17 HOW TO USE IT

5 / MONITOR AND REVIEW 21

Training officers may wish to start the first session by playing the whole video to
6 / FINAL REVIEW AND EVALUATION 22 the group and then opening a general discussion. The video can then be played
again section by section, and trainees asked about the main points raised in each
7 / SUMMARY 22
one.
8 / CASE STUDIES 23 This booklet contains expanded information on each topic, and at the end of each
9 / REFERENCE SECTION 27 chapter there is a short assessment test that can be used to reinforce the learning
points.
Guidance and legislation 27
Websites 29 The focus of the training should always be on:
Publications 30 how the programme content relates to emergency response procedure on
Related training programmes 30 board your ship
how trainees can help to reduce the impact of an emergency once it has been
10 / ASSESSMENT QUESTIONS 31 identified
what improvements could be made to ensure that everyone works well
11 / EMERGENCY RESPONSE CHECKLISTS 35
together as a team

4 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 5

 INTRODUCTION
Prevention of emergencies is always better than cure, and companies have safety
procedures in place to reduce the risk of something going wrong. However, the
reality is that accidents will always happen, and when they do, fast and decisive
action is essential.
The purpose of EMERGENCY RESPONSE ON CONTAINER SHIPS is to minimise
the impact of emergencies once they have started to develop, emphasising the
importance of effective lines of communication and of drills and exercises.
IMPORTANT NOTE
Although in this training programme we look specifically at EMERGENCY
RESPONSE ON CONTAINER SHIPS, the main messages apply equally to
emergencies on any type and/or class of ship.
THE RISKS
Since container ships were introduced in the 1960s, the container industry has
undergone extraordinary growth. Ship size has increased dramatically and so have
the commercial demands. As a result, today’s container ships are running at a high
level of possible risk.
The most common emergencies reported on container ships are:
1 fires, which can spread to other parts of the ship, and
2 leaks, posing safety risks to personnel from toxic atmosphere and/or pollution
to the marine environment and coastal areas
Hazardous and Noxious Substances (HNS), if incorrectly stowed, or subject to
extreme forces (e.g. if improperly lashed stacks of containers shift and collapse
as a result of sea and weather conditions, collisions or groundings), can ignite/
explode, or leak if the container is damaged. Stack collapse can also lead to
6 EMERGENCY RESPONSE ON CONTAINER SHIPS
stability problems for the ship, and possible environmental damage and collision
risk if the containers go over the side and are submerged or semi-submerged.
Loss of refrigeration in a HNS tank container will lead to thermal expansion of the
product. When the overpressure point is reached, the safety valve of the tank will
open and the product will escape, with possible fire/explosion risks if the product
is flammable at ambient temperature.
A particular fire risk is the cargo calcium hypochlorite, an oxidising agent that self-
ignites under certain conditions. When this happens, oxygen is released and the
fire therefore goes on burning.
Another risk is intermodal containers: these may have hazardous materials inside
the containers but there are no external markings to warn workers or emergency
responders of the contents.
ROLES AND RESPONSIBILITIES
The Master
Emergencies are a test of leadership. The Master has overall responsibility in an
emergency and should:
remain on bridge as much as possible to coordinate the response
delegate on-scene organisation to senior officers
make quick decisions when the situation changes rapidly
stay in communication with the shore office. Note: It is important that the
Master should be allowed to concentrate on the situation as it develops,
leaving the shore team to handle further notification and back-up
Senior officer in charge of emergency party
The senior officer’s responsibilities are to:
assign tasks to each person in the party
record what happens, what decisions are made and when. All times must be
written down and all charts with notes or plots on them retained.
keep photographic or video records
observe how personnel have responded
EMERGENCY RESPONSE ON CONTAINER SHIPS 7
 The crew The safety culture on board

There must be good teamwork and communication between crew members as
they are working for the safety of crew, ship and cargo.
They should be familiar with:
their role in an emergency
the location of emergency equipment and of their PPE and how it should be used
During cargo operations, they have a responsibility to watch out for the following
problems, and bring them to the notice of, the Chief Officer:
leaking or damaged containers
very heavy or unevenly loaded containers
signs of fire
Everyone on board ship will be familiar with the theory of how to respond to an
emergency, because they take part in regular emergency drills and exercises. But
how well they perform and communicate in a real emergency also hangs on the
extent to which people feel they are part of a team, and on the safety culture on
board.
Good communication has to be worked at, and any issues relating to cultural
differences must be resolved before an emergency happens, not during it.
Everyone should feel they can speak out about anything that worries them,
whether it is a task they have been asked to perform, or something they see
another crew member doing.

The owner/operator

DISCUSSION POINT:
The owner/operator should generate a positive safety culture from the very top.
Emergency procedures should not simply be drawn up in an office then issued to
the ship, but should be properly evaluated as to their effectiveness.
question what
Do people on your ship feel able to
do not fully
they have been asked to do if they
The shore office nt to do it? If
understand it, or do not feel compete
address this?
The shore office are an integral part of the ship’s emergency response, and their not, what steps could you take to
role is to:
summon assistance
request tugs
get expert technical advice
take the weight of notifying interested parties e.g. P&I club, charterer and
others such as salvage companies
keep to the mutually agreed schedule of communication with the ship
deal with the media

(See Section 4. Shore Support for more detail about how the shore team help in an
emergency.)

8 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 9

 1 / PLANNING AND PREPARATION
1.1 THE IMPORTANCE OF EXERCISES AND DRILLS
An actual emergency is not the time to find out what should be done. The
emergency plan should be regularly rehearsed, so that responding to an
emergency becomes second nature to those having to deal with it. This is
extremely important because if an emergency happens there may not be enough
time to consult the plan.
The Emergency Response drills must be performed in addition to the mandatory
boat and fire drills, and must be varied and realistic.
After each one, constructive comments should be made so that lessons can be
learned. Feedback will also put the crew in a better position to appreciate the
extent and gravity of the overall situation, and to familiarise themselves with the
strategy for tackling the emergency.
1 Planning and preparation
2 First Response
3 Action Plan
4 Shore Support
5 Monitor and Review
6 Final Review and Evaluation
The ship’s emergency plan should include:
up to date company contacts such as the Designated Person Ashore (DPA) and
contact details of any other interested parties
the allocation of duties and responsibilities on board
actions to be taken to regain control of a situation
communication methods to be used on board
procedures for requesting assistance from third parties
procedures for notifying the company and reporting to relevant authorities
maintaining communications between the ship and shore
procedures for dealing with the media or other outside parties

Taking short cuts in drills could cost lives!

Emergency equipment

1.2 PREPARATION AND THE LAW There must be sufficient emergency equipment on board including:
escape devices
Under the ISM (International Safety Management) Code, all ships must not only Emergency Escape Breathing Devices (EEBDs)
have identified potential emergency shipboard situations but must also have Personal Protective Equipment (PPE)
established procedures to respond to them. immersion suits

The Code specifies that there must be an emergency plan, also known as a All equipment must be regularly inspected and maintained, and crew members
‘contingency plan’. The plan should be specific to the vessel, and should be must be fully familiar with how to use it.
prepared jointly between the ship and its owners or operators.
Note: that immersion suits should not be worn in an emergency in tropical waters,
The plan should describe how to deal with emergency situations related to as this can lead to heat exposure and, in the worst scenario, death.
damage, fire, pollution, personnel, security and cargo. It should be a concise, self
contained document that guides the user through the stages of the incident in a
simple way that is easy to follow.

Although the details of the plan will vary from ship to ship, the essence of each
plan will be:

10 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 11

 2 / FIRST RESPONSE Consult the plan. If there is time, the Master and Chief Officer consult the
emergency plan.

Dispatch the emergency parties. The parties are dispatched to investigate.

2.1 STAY CALM
In case of fire, the damage party will look out for any damaged pipework and any
Any emergency is bound to be a frightening experience, but to give way to panic is leaks from tank containers in the area of the incident. It is important that they
extremely dangerous. It could kill you or others if your mind goes blank and you report back about the contents of the tank container(s).
don’t make the right decisions. Look after casualties. Any casualties must be moved out of danger and given first
This is where rehearsals and drills come in. You should behave automatically as aid if required.
you perform the familiar procedures you have learnt, and you’ll feel more in Parties report back. The emergency parties report back with their findings, and the
control of yourself and the situation. Master can then agree with the Chief Officer the most important things that
should be done, for example to fight the fire or to minimise pollution.
2.2 WHAT HAPPENS WHEN THE INCIDENT OCCURS Report incident to DPA. The Master then reports the incident to the Coastal State
SAR (Search and Rescue) co-ordinator, and to the company’s DPA, arranging to call
Sound the alarm. them back when there is more information.

Assess the emergency. The next step is for the Master to assess the type of Request assistance. If the ship has been assessed as in imminent danger, the
emergency and what immediate action needs to be taken. Master should transmit the Mayday/DSC (Digital Selective Calling) alert and
request assistance from the Coastal State. The ship may be too far away for
immediate shore assistance, but there may be other ships close by.
Is the ship in Make a mayday In US waters, the National Response Center (NRC) must also be notified.
imminent danger? call for assistance

2.3 MAKING THE RIGHT DECISIONS

What happens in the first three minutes after an emergency has been reported is
Is the threat to the ship Order an immediate investigation to crucial! The whole direction of the incident response can go right or wrong once
and crew less certain? find out exactly what the damage is decisions have been made and the response has been set in motion.

2.4 COMMAND AND CONTROL

Muster the crew. The crew are summoned to their muster stations. Mustering has
a dual function:
The Master is in control of events on board and responsible for ensuring that
any missing persons can be identified everyone is aware of the overall situation and the response strategy, but will rely
crew members can be organised into parties with different responsibilities, for heavily on the whole management team.
example to search for any missing crew or to assess damage to hull and cargo
Command and control is split between the bridge (or alternative place of safety

12 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 13

 suitable as a base for communication) and the area of the incident. written down, with the times at which the events took place. It is important to
keep video and/or photographic records, where possible.
It is the Master’s role to keep the office or DPA fully updated on the situation as it
unfolds.
3.2 RESPONDING TO A FIRE

The following are some basic requirements and recommendations for responding to
3 / ACTION PLAN fires. More information can be found in the Videotel programme “Fire Fighting At Sea”.

Equipment
3.1 MAKING THE ACTION PLAN
The relevant equipment must be available and in good condition:
The action plan uses the guidance contained in the emergency plan but is a
fire-fighting appliances
separate plan and is tailored to this incident.
emergency or chemical suits (the choice will depend on the cargo type)
The Master will by now have had a preliminary report from the Chief Officer about breathing apparatus
the type of emergency, and the extent of the damage. The next step is to consult
the officers about what needs to be done, and how it should be done. It is for the
Locate the fire
Master alone to make the decisions, though the Chief Officer’s views should of
course be taken into account. The seat of the fire must be located. Once this has been done, it is of crucial
importance to look at the cargo manifest to establish what the fire risk is!
The decisions will include:
allocating roles and responsibilities
allocating physical resources such as emergency equipment Extinguish or contain the fire
establishing communication schedules between ship and shore and between
The heat must be stopped and the fire prevented from spreading. If the fire cannot
emergency parties and the bridge
be put out, it must be contained.

A container may be difficult to reach with conventional fire-fighting equipment,

Co-ordinating the activity
especially if it is in the middle of a stack or far down in a hold.
Apart from a visit to the scene of the emergency, if desired, the Master should stay Techniques for extinguishing container fires are:
on the bridge to coordinate the activity.
cooling
The Master should always listen to officers’ advice and, as far as practicable, fuel starvation
involve them in the key decisions. smothering
flame inhibition

Recording events Removing the fuel from the boundary of a fire to stop it spreading further is ‘boundary
starvation’. If the fire is a major one, you may need ‘boundary cooling’, which will
All the information received at the bridge, and all decisions made, should be
require resources from shore-based facilities such as tugs with water monitors.

14 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 15

 Fire below deck HNS type Recommended response

Below deck a major fire should be kept under control with smothering gas until Leak near coast Tow vessel to less vulnerable area
the nearest port is reached. Toxic gas or smoke Change vessel position taking wind direction into account

Ventilation control is difficult but vital. Remember: small fires can quickly escalate! Controlled release of the cargo with a sprinkler system
Gas to produce a water air combination, reducing the
concentration of the HNS
Fire on deck
Floaters Oil spill response and containment techniques
On deck, containers should be surrounded with water spray. Additional options Acids Neutralise acid by applying a base
include injection of CO2, Halon substitute or water spray.
Bulk liquid or packaged goods Ship to ship transfer

Fighting a container fire

3.4 RESPONDING TO A STACK COLLAPSE
This type of fire is unique as it is in a sealed steel box which is often difficult to get
at. Fires can also spread from one to the other because of the extreme heat, and If containers should collapse, the ship’s priorities are to:
this could cause an explosion. Container fires on the hatchtop could also affect the
take precautions to reduce the risk to the ship’s stability and manoeuvrability,
cargo in the hold below.
such as slow steaming
The main aim is to cool the containers down and keep the temperature low to monitor the weather
discourage conduction. check the other stacks
report the loss of any containers over the side to the Coastal State
Calcium hypochlorite fires are often tackled through isolating the stack on fire by
contact the P&I Club for advice
flooding it with water to stop the fire spreading and then leaving the stack to
burn itself out.

3.3 RESPONDING TO A HNS (HAZARDOUS AND NOXIOUS SUBSTANCE) LEAK
Ships carrying HNS are required by law to have a shipboard pollution emergency
plan (SOPEP) to deal specifically with incidents involving these substances.
As with fire-fighting, the first step in tackling a HNS leak is to refer to the cargo
manifest to establish the risk from the substance.
Crew members tackling the leak will need specialised PPE, which should have
been well maintained. Depending on the type of substance, breathing apparatus
as well as emergency/chemical suits may be required.
The table (right) outlines responses to some HNS emergencies as recommended
by the European Maritime Safety Agency.
4 / SHORE SUPPORT
4.1 THE SHORE OFFICE
The shore office have an essential role to play in their ship’s response to any
incident, and should lend their expertise and support to the ship from the time
they are notified by the Master.
They will help by taking on some of the notification responsibilities and dealing
with the media, and are an integral part of the overall response.
The team ashore will have their own emergency plan as well as a copy of the ship’s

16 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 17

 emergency plan and the two will be interrelated. They will also have detailed 4.2 REPORTING TO THE SHORE TEAM
drawings of the ship and a copy of the cargo loading plan.
The ship must communicate detailed and accurate information to the shore team
about:
The shore based emergency plan the nature of the incident
the ship’s position
The ISM Code regulation 8 on emergency preparedness provides a weather conditions
list of what shore based emergency plans may include: number of casualties
the composition and duties of the persons acting within the the extent of any injuries
emergency plan a list of who has been contacted
procedures for the mobilisation of an appropriate company
emergency respond (which may include the establishment of 4.3 HOW THE SHORE TEAM CAN HELP
an emergency respond team)
procedures to follow in respond to different types of accidents The team can take responsibility for notifying the charterer and P&I club.
or hazardous occurrences
They have access to engineers, surveyors, designers and chemists so can help the
procedures for establishing and maintaining contact between
Master to handle the emergency response, for example, if damage assessment is
the ship and management ashore
required.
the availability of ship particulars, plans, stability information,
and safety and environmental protection equipment carried on In the event of an undeclared HNS cargo leak or spill, or in the case of fire, they can
board find out about the cargo and the recommended methods for dealing with it.
checklists appropriate to the type of emergency which may
The Master will liaise with the shore office to obtain any extra emergency
assist in the systematic questioning of the ship during the
equipment, such as:
response
lists of contact names and telecommunication details of all chemical foam
relevant parties who may need to be notified and consulted fire hoses/applicators
reporting methods for both ship and shore based management fire suits/breathing apparatus
procedures for notifying and liaising with the next of kin of pollution response kits/booms
persons onboard chemical suits/masks
procedures for issuing information bulletins to and answering medical supplies
queries from the media and the public If the vessel is deep sea, they may also arrange airlifts for any injured men.
back up arrangements for the company’s initial respond in the
event of a protracted emergency
the roistering of the company personnel and specialists
dedicated to support the response and adequate relief for the
maintenance of their routine duties

18 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 19

 4.4 DEALING WITH THE MEDIA 5 / MONITOR AND REVIEW
Most companies have special communications plans for emergencies, the purpose
of which is to maintain a positive image for the company. Company procedures (as 5.1 RESPONDING TO CHANGES
laid down in the ISM manual) should include brief guidelines on media handling.

Depending on the severity of the incident, the media will be keen to get as much Situations change rapidly and in a way that it is not possible to predict. Fires can
information as possible. The Master should restrict what is released and spread, gas leaks can explode. The action plan must be constantly monitored and
emphasise to the crew that ‘careless talk’ on mobile phones can have a serious reviewed in case new actions are suddenly required.
knock on effect.

Co-operation with the media is better than hostility or no comment. On board, it is 5.2 WHAT NEEDS TO BE MONITORED
strongly recommended that only the Master communicates with the media, and
as far as practicable, the shore office should deal with them. If contacted, the ship While action is being taken, the following questions must be asked at frequent
should politely direct the inquiry to the shore office. Ideally, the media response intervals:
should be left to the shore authorities and the owners/operators in concert and Is the action working?
liaison. Are more personnel needed?
Are the lines of communication working?
A few tips for dealing with the media:
Is the equipment sufficient?
Preparation is essential. Know your role within the plan!
Should the action plan be revised?
Give just the right amount of information – don’t say what’s in the container.
Should video and/or photographic evidence be gathered?
Masters should also be careful not to divulge company information
Don’t get carried away and speculate about what might have happened If a change is indicated by monitoring process, it should be reviewed and
Avoid giving any information that you’re not absolutely sure about – wrong implemented as quickly as possible.
information could cause the seafarers’ families to panic
5.3 SITREPS (SITUATION REPORTS)
A good relationship with the shore office
SITREPS are required for commercial reasons, but it is also a legal requirement to
It is vital to establish a good relationship with the shore team before an report accidents. If the vessel is enrolled in an Emergency Response Service with
emergency takes place, so that the shipboard team feel happy about sharing Class or other consultants for issues of Longitudinal Strength and Transverse
crucial information without the fear of recrimination. Withholding information Stability, regular SITREPS will have to be passed over to them so that they may be
could make the shore team less able to help the Master deal with the emergency. kept abreast of the ever changing situation.

20 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 21

 6 / FINAL REVIEW AND EVALUATION Crew members should feel comfortable to speak up about anything that worries
them
All emergency equipment should be well maintained and stored
After the emergency has been dealt with, there will be an accident investigation by The shore office form an integral part of the emergency response
the flag State. It is essential to monitor the response continuously, and change the action plan
if necessary
A full review by both shore based and ship’s personnel must also be carried out to Responding calmly to an emergency can only come about through effective
identify any issues arising from the emergency response and any lessons to be training and regular exercises
learned: It is human behaviour that will determine the outcome of any emergency!
What was the cause of the emergency?
Could it have been prevented?
How rapidly was it reported?
How was it tackled?
Did the emergency plan work well?
How satisfactory was the equipment? ACTIVITY:
How effective was the communication?
What could have been improved? whole programme,
Now that you have been through the
on by delivering
Where appropriate, procedures should be changed in line with the review’s put what you have learned into acti
ainer ship.
recommendations. a draft contingency plan for a cont

Accentuate the positive! Investigation should focus on what went well as on what
went wrong so that successful practice can be repeated. Avoid seeking out
someone to blame, but if it falls in a particular direction, it must be assessed and
reported to the authorities.

8 / CASE STUDIES
7 / SUMMARY
Avoiding a potential environment catastrophe (Napoli)

Responding effectively to an emergency could save lives!
It is not only sensible to prepare well for an emergency – it is a legal
requirement
Make sure everyone knows and understands the contingency plan
Effective communication between all parties is essential – and keep to the
agreed schedule
A container vessel suffered hull damage and flooding to the engine room while
carrying several thousand containers from Northern Europe to South Africa. The
decision was taken to abandon ship. The crew were subsequently rescued by
helicopter without any casualties and the vessel was taken under tow. However,
during the tow, concerns increased that the vessel might break her back completely
and sink, and so she was intentionally beached.

22 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 23

 Lesson learned:
Fast decision-making helped to avoid a potentially serious oil spill
Successfully correcting a dangerous list (Ever Decent)
A cruise ship crashed into a container ship in the English Channel, and fire broke
out on the container ship which was carrying flammable chemicals and cyanide.
The container ship was badly damaged and listing to port, and a number of
containers went over the side. Toxic smoke poured out of the ship and a thin layer
of oil spread on to the surface of the sea.
The Master successfully guided the ship into shallow waters and managed to
stabilise the dangerous list with water ballast. Lifeboats, helicopters and a
maritime patrol plane arrived rapidly on the scene. A week after the incident, the
vessel was considered fit to sail to a nearby port for repairs.
Lessons learned:
The prompt action by the crew brought the list under immediate control
Immediate access to stability information allowed crew to distribute ballast safely
Ultimately, the use of professional salvors with a damaged ship stability
capability assisted in safely rectifying the list
Prompt crew response in tackling the fire initially, then cooperating with
salvors was crucial in limiting the impact on board of the fire
The importance of proper manning of the bridge in areas of dense traffic
Failure to inform the Coastal State (Annabella)
While on passage in the Baltic Sea, a container ship started to roll and pitch heavily
and it was later discovered that a stack of containers had collapsed. The containers,
some of which were carrying dangerous cargo, were damaged. The ship was
redirected to a different port and the emergency services took over. Specialist
contractors safely unloaded the containers a week later.
The inquiry reported that the Master had ensured the safety of his crew by
mustering and briefing them and that he had also introduced prudent control
measures by posting notices detailing the dangerous cargo in the damaged
containers, restricting access to the main deck, and rigging fire hoses. He advised
24 EMERGENCY RESPONSE ON CONTAINER SHIPS
the ship managers and charterer of the accident by email, but he did not inform
the nearest Coastal State of the accident. They were only advised by the vessel’s
local insurance representative that it had taken place and this was more than five
hours after the collapsed stow had been discovered.
Lessons learned:
Always be aware of the reporting requirements of the Coastal State when
transiting coastal waters
When an emergency situation occurs on board, immediately inform Coastal
State. Failure to do so may result in a delay by a Coastal State’s response services
to provide an appropriate response to the situation
Inability to contain a fire (Fortune)
A ship was on its way from China to Europe when a huge explosion below deck and
aft of the accommodation caused dozens of containers to fall into the sea off the
coast of Yemen. Fire spread through the stern, including the accommodation and
the stacks near the accommodation. Several containers of fireworks then went off.
The crew were not able to contain the fire and had to leave the ship. A large section
of the hull was destroyed, the engine room was burned and flooded, and the listing
ship went on burning for several days.
Lessons learned:
Knowledge of what is being carried and where it is stowed is critical to the
success of the emergency response
Shore authorities should be notified as early as possible so that they can
dispatch fire-fighting services if available
The DPA and shore side operation should be regularly updated and appraised of
the situation as it unfolds
Explosive cargo (Pennsylvania)
A container ship with a dangerous cargo of fireworks suffered severe damage after
an explosion in one of the containers stowed near the accommodation. The vessel
caught fire and a fireball shot 100 metres into the air.
The fire was fought using mainly hoses, but despite all efforts, it spread and forced
EMERGENCY RESPONSE ON CONTAINER SHIPS 25
 the crew to abandon ship.
Salvage experts later took over but the fire burned for over a month and they were
unable to prevent the ship being so badly damaged that the cost of rebuilding
would have cost almost as much as the original build price. Although only a few
months old, the vessel was sold for scrap.
Lessons learned:
Boundary cooling of the deck cargo close to the accommodation should have
been carried out, and the firefighters should not have positioned themselves
towards the midships. The explosion at the bay just forward of the
accommodation could have been a cause of casualties.
Loading of dangerous goods/explosive cargo underdeck and on deck close to
the accommodation and engine room may have disastrous consequences and
the vessel crew may find it hard to effectively respond to such an emergency
situation.
Good crew training for a worst case situation cannot be over emphasised or over
practiced. It should be a natural sequence of events.
Hazards from calcium hypochlorite cargo (Djakarta)
The crew of a ship sailing in the Mediterranean spotted a fire among the containers
on deck and there was an initial explosion. Fire hoses were used but the cargo
hatch collapsed and the fire spread quickly. The crew had to abandon ship in a
matter of hours. Despite the efforts of the fire fighters, the cargo kept reigniting
because the ambient temperature was high enough to cause the burning calcium
hypochlorite to go on releasing oxygen. One cargo hold was completely destroyed
and there was damage to two other holds and the engine room.
Lesson:
Again, knowledge of what is being carried and where it is stowed is critical to
the success of the emergency response. Starving the heat source and keeping
adjacent areas cooled as safely as practical, was key with this hazardous cargo.
Specialist salvage
A container ship ran aground on the Isles of Scilly. In a few hours the ship was
26 EMERGENCY RESPONSE ON CONTAINER SHIPS
listing heavily over two thirds of its length and many of the containers were
floating in the water. Among the cargo were rechargeable batteries, classified as a
hazardous substance, polythene film, and nearly 100 tonnes of fuel oil. Removing
the containers and detritus was difficult because it was substantially covered in oil.
A specialist salvage vessel, known to be in the area, was able to remove almost all
the fuel from the ship before it sank. Three tugs were summoned to collect the
containers drifting in the sea, and several days later the wreck sank into deeper
water further from the coast.
Lessons:
Call on shore-based authorities as early as possible once an incident has
occurred or is developing. The timely arrival of specialist vessels cannot be
overstated.
The shore team must be kept fully appraised of the situation so that additional
resources can be called upon, if and when required.
9 / REFERENCE SECTION
GUIDANCE AND LEGISLATION
ISM Reg. 1.4.5 (Functional requirements for a safety management system) ~ “Every
company should develop, implement and maintain a safety management system
which includes the following requirements:
(…..5) procedures to prepare for and respond to emergency situations;”
ISPS 1.2.4 (Objectives) ~ “The objectives of this Code are:
(…..4) to provide a methodology for security assessments so as to have in place
plans and procedures to react to a change of security levels;”
IMO MSC/Circ.1156, of 23 May 2005, GUIDANCE ON THE ACCESS OF PUBLIC
AUTHORITIES, EMERGENCY RESPONSE SERVICES AND PILOTS ON BOARD SHIPS TO
WHICH SOLAS CHAPTER XI-2 AND THE ISPS CODE APPLY
IMO MSC.1/Circ.1261 on “Prevention of maritime accidents due to driftwood”.
EMERGENCY RESPONSE ON CONTAINER SHIPS 27
 “Member States are invited to ask ships that detect driftwood and other floating
obstacles (including containers, other large cargo items, etc.), which could cause a US Coast Guard regulations
maritime accident, especially for a high-speed craft, to communicate the information
Ships visiting US ports must provide the US Coast Guard with
to ships in the vicinity and competent authorities, in accordance with SOLAS
evidence in their Vessel Response Plans (VRPs) that they have
regulation V/31.”
adequate salvage and fire fighting capabilities.

The ISM (International Safety Management) Code

Under the ISM Code Reg. 1.4.5 (Functional requirements for a safety WEBSITES
management system) every company should develop, implement
International Maritime Organization
and maintain a safety management system which includes
www.imo.org
procedures to prepare for and respond to emergency situations.
The Maritime & Coastguard Agency
Regulation 1 also requires that the Safety Management objectives of
www.mcga.gov.uk
the company should continuously improve the safety management
skills of personnel ashore and on board ships, including preparing United States Coast Guard
for emergencies related to both safety and environmental protection. www.uscg.mil

Regulation 8 (Emergency Preparedness) requires that actions to Transportation Safety Board of Canada
counter potential emergency situations should be practised in www.tsb.gc.ca
drills. A programme of such drills, additional to those required by Australian Maritime Safety Authority
the SOLAS Convention, should be conducted to develop and www.amsa.gov.au
maintain confidence and proficiency on board. These drills should
be developed to exercise the emergency plans established for European Maritime Safety Agency
critical situations and should, as appropriate, mobilise the shore www.emsa.europa.eu
based management emergency contingency plans under MAIB (Marine Accident Investigation Branch)
simulated conditions. Emergency drills and exercises should be www.maib.dft.gov.uk
carried out regularly to test the effectiveness and clarity of
CHIRP (Confidential Human Factors Incident Reporting Programme)
emergency plans, and to develop the confidence and competence
www.chirp.co.uk
of the personnel who may be involved in actual emergencies.
Records of all emergency drills and exercises conducted ashore and MARS (Marine Accident Reporting Scheme)
on board should be maintained and be available for verification www.nautinst.org/MARS/index.htm
purposes. Appropriate personnel should evaluate the results of
these drills and exercises as an aid to determining the
effectiveness of documented procedures.

28 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 29

 PUBLICATIONS 10 / ASSESSMENT QUESTIONS
Safe Transport of Containers by Sea - Guidelines on Best Practices (ICS)

The Mariner’s Role in Collecting Evidence (The Nautical Institute) The least common emergencies d) It can self-ignite and release
A Master’s Guide to Shipboard Accident Response (The Standard Club) reported on container ships are oxygen, causing the fire to burn
fires and leaks. continuously

RELATED TRAINING PROGRAMMES True or False?

Codes 673 – 677: Fire Fighting at Sea Series (Videotel) Which of the following activities is
Code 573: Crisis Communication – You and the Media (Videotel) the Senior Officer in charge of the
emergency responsible for?
Code 958: Search and Rescue: Co-ordination Edition 2 (Videotel)
a) Assigning tasks to each person
Code 971: When One Thing Leads to Another – Safe Container Operations in the emergency party
(Videotel)
b) Communicating with the
The MCA Maritime Incident Response Group (MIRG) video can be seen online at Rescue Coordination Centre
www.mirg.org.uk. c) Keeping the shore office
informed of developments
d) Notifying the charterer, P&I
club, and other interested
parties.
Which of the following does NOT
form part of the ship’s emergency
plan?
a) Clear and effective procedures
b) Rest hours
c) Abandon ship and fire drills
d) Emergency equipment
The ship is required to have an
emergency plan under the ISM
Code.
True or False?

When an emergency situation is

Loss of refrigeration in a HNS
first detected, the first step is to:
container may lead to fire/
explosion risks. a) Notify the Coastal State
b) Sound the alarm
True or False?
c) Search for any missing crew
d) Make a detailed plan of action
What are the risks from calcium
hypochlorite cargo?
a) It can lead to thermal expansion
b) It can release hydrogen sulphide,
a toxic gas
c) It can lead to under-
pressurisation of the container

30 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 31

 What is the primary role of the
emergency parties?
a) To investigate the damage and
move casualties out of danger
b) To repair any damage to the
pipework
c) To muster the crew in readiness
for abandoning ship
d) To report the emergency to the
shore team
The action plan is another word for
the emergency plan.
True or False?
What is the first thing that should
be done to find out the risk posed
by the cargo?
a) The charterer should be
contacted
b) The Chief Officer should inspect
the container
c) The ship’s manual should be
consulted
d) The cargo manifest should be
consulted
Ships carrying HNS are required by
law to have a shipboard pollution
emergency plan to deal specifically
with incidents involving these
substances.
True or False?
32 EMERGENCY RESPONSE ON CONTAINER SHIPS
What is the recommended
procedure for dealing with a
floating HNS?
a) Neutralise it with a base
b) Use oil spill response and
containment techniques
c) Change vessel position taking
wind direction into account
d) Tow vessel to a less vulnerable area
Below deck, a major fire should be
fought with:
a) Smothering gas
b) Calcium hypochlorite
c) Injection of CO2
d) Water spray
What is the main aim when
tackling a container fire?
a) To cut a hole in it so that water
can be sprayed inside
b) To seal it off
c) To haul it over the side
d) To cool it down and keep it cool
If extra emergency equipment is
needed, what needs to be done?
a) The Emergency Response Team
will liaise with the shore office
to obtain it
b) The Master will request it via
the DPA
c) An email is sent by the ship to What should be done if the full
the Coastal State review of the incident points up a
d) This is the charterer’s procedure that needs changing?
responsibility a) It should be changed in line
with recommendations
In an emergency, it is b) Permission should be sought
recommended not to make any from IMO
kind of comment to the media. c) The DPA should not be
True or False? consulted
d) It is illegal to change
Emergency Response
If monitoring of the emergency
procedures
response action indicates that a
change is required, what should be
done?
a) The shore office should be
consulted
b) The operation should be
stopped
c) The change should be
implemented as soon as
possible
d) The Coastal State should be
warned
SITREPS are only required for legal
reasons.
True or False?
After the emergency has been
dealt with, there will be an
accident investigation by the flag
State.
True or False?
EMERGENCY RESPONSE ON CONTAINER SHIPS 33
 ANSWERS 11 / EMERGENCY RESPONSE CHECKLISTS
Number: Found in section:
1 EMERGENCY MESSAGE

False Introduction - the risks. Fires and leaks are the MOST
common emergencies reported on container ships EMERGENCY MESSAGE BY DSC

a Introduction - roles and responsibilities

TWO STEPS: 1. ANNOUNCEMENT OF THE EMERGENCY MESSAGE
True Introduction - the risks 2. TRANSMISSION OF THE EMERGENCY MESSAGE
d Introduction - the risks Set the transmitter to the safety frequency (channel 70 VHF or 2187.5 MF) ❑
b 1.1
On the DSC controller, select the following:
True 1.2
“ALL SHIPS” or enter the MMSI number of a coastal station ❑
b 2.2
Call category (URGENCY) ❑
a 2.2
Channel or frequency on which the message will be transmitted
False 3.1 The action plan is specific to the emergency and is a (channel 16 or 2182)
❑
separate plan although it uses guidance from the Type the communication which is to follow: choose RADIOTELEPHONY or RT ❑
emergency plan
d 3.3 Send call by DSC (channel 70 VHF or 2187.5 MF) ❑
True 3.3 Transmitter and receiver synchronised on the associated frequency (channel 16
VHF or 2182 MF)
❑
b 3.3
a 3.2 Send the message (vocal) in accordance with the following format ❑
d 3.2 Fighting a box fire
b 4.3
False 4.4 Co-operation with the media is better than hostility or no Example:
comment PAN PAN PAN PAN PAN PAN
c 5.2 ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS 635206000 (MMSI NUMBER- 9 DIGITS)
False 5.3 SITREPS are needed for commercial as well as legal reasons CMA CGM BIZET FUDL
True 6
IN COLLISION WITH GENERAL CARGO VESSEL ALFA
a 6 IN POSITION XX°XX’ N/S XXX°XX’E/W
FIRE ON BOARD
21 CREW AND 1 PASSENGER ON BOARD
STAND BY ON VHF 16 FOR FURTHER STATUS REPORT

34 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 35

 Use of the 2 digit INMARSAT codes: The INMARSAT system also enables “URGENT”
Take in charge passengers by the crew assigned for this task and lead them in a safe place ❑
messages to be sent. Depending on the case, the following will be used:
Contact with the collided vessel, offer it or request from it any needed assistance ❑
Take the appropriate measures to minimise the injuries to persons, damage to the
environment and to the ship
❑
Medical advice: code 32
Medical assistance: Code 38 (e.g. Evacuation) Prepare the lifeboats and the evacuation resources ❑
Maritime assistance: Code 39 Evaluate the situation:

Muster the crew to identify personal injuries or people missing, or jammed ❑

Check the condition of the vessel and extent of damage (and cargo damage) ❑
Refer to BRIDGE MANUAL “Use of the GMDSS station”
Check the buoyancy of the ship; evaluate the size of leaks ❑
Look for any leaks and the risks of fire, explosion or pollution ❑
2 COLLISION CHECKLIST
Check the condition of ballasts and cargo holds by remote gauges and general manual
sounding
❑

Action before collision: The Engine staff will check the condition of electrical production and the propulsion system ❑
If the ships are embedded together, evaluate the risks of separating them:
Handle the ship to reduce the angle of incidence and reduce speed (using crash stop) ❑
❑ Ability to float (risk of the ship foundering, sufficient reserves of buoyancy)
Immediate actions after collision: ❑ Flooding (risk to increase the leak)
❑ Fire (risk of setting fire due to sparks) ❑
Stop the engine ❑ ❑ Explosion (risk of explosion due to the cargo on the ships involved)
❑ Pollution (risk of pollution or increasing pollution)
Sound the General Alarm ❑ ❑ Weather conditions
Call the Master ❑
Note the GPS position of the ship and exact time of the event ❑
Communications:
At night-time, switch on all the deck lights ❑
The officer in charge of distress communications prepares emergency message and distress
Monitor the VHF on 16 and 13 ❑ message on Master’s orders
❑
Carefully note the chronology and the detail of events in the Log Book, save records of VDR ❑
Transmit an emergency message using the appropriate GMDSS equipment (VHF, MF/HF,
Immediate conservation actions: Satcom C)
❑

General announcement: Crew to fire muster stations ❑ Come into contact with the collided ship to know identity, own condition of vessel, and to
obtain the names and addresses of its owners/charterers
❑
Distribute communication equipments (walkie-talkies) ❑
Later actions:
Close all watertight doors ❑
In the case of ships which are embedded together, decide with the Master of the other ship
Stop the ventilation if necessary ❑ the best action to be taken depending on the evaluation already made
❑
Spray the collision area and start the fire-fighting (if necessary) ❑

36 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 37

 Depending on the result of the evaluation, refer to the appropriate situation sheet: Give the local fire brigade all the necessary information:
Fire fighting ❑ General safety plan ❑
Leaks ❑ Evaluation of the fire/explosion ❑
Assistance towing ❑ Condition of the cargo and stability ❑
Excessive list ❑
Pollution by hydrocarbons ❑ At sea:
Abandon ship ❑
Inform shore department as soon as possible ❑ Prepare and send an emergency message on SAT C or VHF (verify position) ❑

Following documents to be sent as soon as possible to shore department:

Call the crew and the passengers – make sure that nobody has been isolated by the fire ❑
Switch on all the deck lights ❑
Sea protest ❑
Reduce Speed (shut off the speed program if necessary) – Main Engine to be ready for
Statement of facts ❑ manoeuvring
❑
Letter to the ship owner as required ❑ Handle the ship (heading and speed) to minimise the relative wind and the smoke on deck ❑
Report of notification ❑ Fire is localised ❑
Prepare a file with all informations of the ship, of the cargo and the Master ❑ Fire in accommodation:
Prepare a provisional statement of the estimated repairs for Technical Department ❑ Mechanical accommodation ventilation is stopped, fire doors are closed ❑
Electrical insulation of the area concerned ❑
3 FIRE/EXPLOSION Remove all combustible materials away from the location of the fire, cut off possible supplies
of fuel
❑

Call the Master ❑ Attack the fire with relevant fire fighting equipment (fire extinguishers, water) and cooling
of adjacent cabins
❑
Sound the General Alarm (inside and outside) – Muster the crew to fire stations ❑
Fire in the engine room:
All persons involved are informed of the fire location (By General announcement). Walkie-
Talkies distributed
❑
Stop the main engine ❑
Start a main fire pump (fire in accommodation or cargo spaces) or the emergency pump (fire
❑
Show lights or shapes “ Not under command “ ❑
in the engine room)
Stop all the main diesel-generators and prevent their automatic restarting (prolonged
All the passengers are warned and are to follow the instructions of the Chief Steward ❑ black-out), and check that the emergency generator operates correctly (if you have the time), ❑
otherwise go directly to the next point
In port:
Stop all the FO, DO pumps (emergency stops) and close the quick closing valves (on Master’s
Immediately stop the cargo handling operations ❑ orders)
❑
Call the fire brigade and inform the authorities (see specific procedures in ports) ❑
Check that all mechanical fans are stopped.
Evacuate all persons who are not part of the crew ❑ Note: The ventilation dampers will only be closed on Master’s orders
❑

Attack the fire with relevant fire fighting equipment without waiting for the arrival of the
❑
The ship is at present on the emergency generator only, with the emergency fire pump working ❑
local fire brigade

38 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 39

 4 EXCESSIVE LIST
Attack the fire with relevant fire-fighting equipment (water, fire extinguishers, and foam on
hydrocarbons) and cool adjacent compartments
❑

If the fire cannot be under control, evacuate the personnel from the Engine Room, call the
❑
crew, close all the ventilation dampers, close watertight and fire doors and release the CO2 Any excessive list causes a loss of stability and must be corrected.

Fire in cargo holds:

Shut down all supply and exhaust fans in holds ❑

Consult the hazardous stowage plan to determine which hazardous goods are concerned by Alongside, also check the following:
the fire. Consult the corresponding safety sheets
❑
That the automatic list control system is operating normally ❑
In case of doubt, only personnel wearing breathing apparatus can approach the fire ❑
That the ship is not aground ❑
If the fire is in a hold fitted with sprinkler devices, get this device ready to sprinkle ❑
That the constant tension winches operate correctly ❑
Attack the fire with relevant fire fighting equipment and cool adjacent compartments ❑
That no component of the ship’s structure is interfering with a quay fender ❑
If the fire is in an ordinary hold, determine quickly if it is possible to approach it. If not, close
all the ventilation dampers and sealed doors giving access to the holds, call the personnel ❑ Check ship’s stability (Gm) (Loading condition updated in the Loading software) ❑
and start the CO2 discharge procedure
Actions:

Important reminder: The emission of CO2 inside a hold does not usually extinguish the fire
Prevention: To detect quickly any uncontrolled ballast movement, it is strongly recommended -
definitively. The hold must be kept hermetically sealed, and cooling of the adjacent compartments/
installation permitting (gauges), to make identification marks on each ballast level. At first glance, any
holds continued until definitive extinguishing, which cannot generally be done until arriving at the
problem can be quickly detected.
following port after discharging all or part of the goods. It is necessary to consider changing course.

In all cases:
Stop the automatic list control if it is running ❑
Notify the stevedore and stop cargo operations until the normal situation is restored (risks of
Re-evaluate the new stability conditions taking into account the means employed to fight ❑
against the fire (flooded hold, free surfaces,)
❑ damage to sliders and spreaders)

Search for the cause of the list ❑

If the situation cannot be controlled, transmit a distress message and abandon ship ❑
After extinguishing the fire or as soon as possible:
Make soundings in the various ballasts, tanks and bilge wells ❑
Check the tightness of the ballast valves ❑
Inform shore office ❑
Calculate the hull stresses ❑
Enter the event in the Log Book and in the Training Book ❑
Right the ship by transfer from one ballast to another rather than by pumping extra water ❑
Fill in a Report of Notification ❑
If there is a doubt about stability, and in all cases, before the origin of the list and the new
Evaluate the damage and transmit as soon as possible a Damage Report ❑ conditions of stability have been correctly determined, DO NOT COMPLETELY RIGHT UP the ❑
If the ship cannot be repaired by its own means (serious damage to propulsion system), a ship so as not to risk a more serious list in the opposite direction
request for assistance must be considered, with negotiation of the Contract by the Company ❑
being favoured where possible

40 EMERGENCY RESPONSE ON CONTAINER SHIPS EMERGENCY RESPONSE ON CONTAINER SHIPS 41

 Notes:

42 EMERGENCY RESPONSE ON CONTAINER SHIPS

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